Rotary engine.



N0. 851,860. PAT'ENTED APR. 30, 1907. J. P. BRICE.

ROTARY ENGINE.

APPLIOATION FILED MAR. 3.1906.A

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A fr0/@NEX No. 851,860. PATENTBD APR. 30, 1907. J. F. BRICE. ROTARY ENGINE.

APPLIoA'rIoN FILED MAR a 190e asHEETs-snm a.

JOHN FRANCIS BRICE, OF NEW YORK, N. Y.

ROTARY ENGINE.

Specification of Letters Patent.

Patented April 30, 1907.

Application filed March S, 1906. Serial No. 303,963.

T0 if/Z whom, it may concern:

Be it known that I, JOHN FnANois Baron, a citizen of the United States, and a resident of New York, county of New York, State of New York, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

My invention relates to that class ofengines commonly known as rotary engines and its object is to provide an engine of this class which shall be simple in construction and efficient in operation and in which the friction incident to relatively moving bearing surfaces is reduced to a minimum and the efficiency and durability of the engine thereby increased.

In practicing my invention I employ a rotary casing and within this casing I arrange a disk which is mounted to rotate upon an axis which is inclined to the axis about which the casing rotates and which contacts with the inner sides of the casing along diametrically opposed radial lines, dividing the space within the casing into two chambers. Although the disk and casing rotate in substantial unison and in the same direction, the lines of contact between the sides of the casing and the disk remain Vfixed and the rotation of the casing and disk is effected by the action of the steam or other motive Vfluid upon a piston which is secured to the casing and extends from side to side of the casing and through the disk, the motive [luid being admitted between the piston and the line of contact between the disk and side of the casing immediately after the piston has passed the line of contact and thus causing the disk to recede from the line of contact.

In embodying the features of my invention as outlined above in a simple and ellicient construction I have employed certain l further features of invention relating more particularly to means for controlling the supply and exhaust of motor fluid to the engine and to the devices for controlling the supply yand exhaust ports which add to the efficiency of the construction. rI`hese features of the invention may be used with advantage in connection with rotary engines which do not embody all those features of my invention which relate more especially to the construction of the engine itself.

The various features of the invention will be understood from the following detailed description of the engine and controlling mechanism which I have shown in the accompanying drawings for the purpose of illustrating one concrete embodiment of the various features of my invention.

In these drawings-Figure l is a side elevation of the engine and controlling mechanism. Fig. 2 is a horizontal sectional view on line 2 2 Fig. l. Figs. 3 and il are de tails showing the disk and piston. Fig. 5 is a face view of one of the valve bodies. Fig. 5 is a sectional view on line 5a-5 Fig. 5. Fig. 6 is a face view of the other valve body. Fig. iL is a sectional view on line GIL--oL Fig. 6. Fig. 7 is a sectional detail showing the supply and exhaust ports in one side ofthe casing. Fig. 8 is a diagrammatic view illustrating the connections between the controlling valve and the ports for the steam chambers. Fig. 9 is an end view looking toward the left of Fig. S. Figs. 10, ll, l2 and 13 are sectional views showing the various posi` tions into which the controlling valve may be moved in controlling the engine.

In the construction shown in lhe drawings the chambers for the steam or other motive fluid7 are formed within a casing F which for convenience is formed in two sections secured together by means of bolts F. The inner sides of the easing F are in the form of opposed conical surfaces F2, F and the casing is provided with a spherical inner periphery F4. The casing is supported so that it may revolve freely between two valve bodies l) D which are provided with oppositely arranged bearing surfaces which engage conical bearing surfaces upon the casing F.

Within the casing F is fitted a circular disk H which is diagonally arranged within the casing so that the sides of the disk contact with the opposed conical surfaces F2 F" of the casing along diametrically opposed radial lines ll H2. lhe disk Il is secured to a shaft lil which extends from opposite sides of the disk Il and is supported in bearing blocks I I secured in the valve bodies l) D. On opposite sides of the disk ll the shaft Il3 is pro vided with spherical surfaces II'l which forni bearing surfaces for the inner edges of the sides of the casing F. 'lhe outer periphery of the disk Il 'fits against the inner spherical periphery F of the casing F so that by reason of the engagement of the disk with the opposite sides and inner periphery of the casing the space within the casing is divided into two chambers.

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In the operation of the engine both the disk H and the casing F rotate in substantial unison although in different planes, the lines of contact H H2 remaining stationary or ixed in position during the rotation of the disk and casing.

The rotation of the casing and disk is effected by the action of the' motive Huid against a piston J which is fitted within recesses in the sides and inner periphery of the casing F and bears at its inner end upon the spherical bearing surfaces Hi. This piston is arranged radially of the casing F and extends through the disk H as indicated in Figs. 3 and 4l. A packing is provided for preventing the passage of steam from one side of the disk H to the other where the piston J passes through the disk. This packing consists of strips K K having cylindrical surfaces engaging cylindrical surfaces formed in the disk H upon opposite sides of the piston J and provided with flat surfaces for engaging the flat surfaces of the piston J.

The motive fluid which for convenience it will be assumed is steam, is supplied to and exhausted from the steam chambers on opposite sides of the disk H through ports L L formed in the sides of the casing F on opposite sides of the piston J as indicated in Fig. 7, each side of the casing being provided with a port L and a port L. These supply and exhaust ports in the sides of the casing are arranged to communicate with ports formed in the valve bodies D D', the arrangement of these ports being shown in Figs. 5 and 6. As shown in Figs. 5 & 6 the valve body D is provided Vwith four ports O P Q R for coperating with the ports L L in one side of the casing F, while the valve body D is provided with corresponding ports O P Q R for cooperating with the ports L L in the opposite side of the casing F.

Supposing the engine to be running in the direction of the arrows Figs. l and 7, the steam will be supplied through the ports L and exhausted through the ports L. As the piston J passes the line of contact H as indicated in Fig. 7 the port L will come into communication with the port Q which is open to the steam supply, while the port L will come into communication with the valve port O which is in communication with the exhaust. Steam will now enter into the space between the line of contact H and the piston J and since the steam cannot escape past the line of contact H it will act to force the piston J forward away from the line of contact H, thus rotating the casing F and the disk H. As the piston J advances the chamber formed between the piston J, and the sides of the disk H and casing F, which extend from the piston J to the line of contact H', will increase in size while the chamber in front of the piston J will decrease in size until the piston J again arrives at the line of contact H. During this travel ofthe piston J the port L in the side of the cylinder F which is indicated in Fig. 7, is in communication with the exhaust port O or the exhaust port P for substantially the entire revolution of the piston and the stem in the chamber which is in advance of the piston J is exhausted through these ports. In the construction shown the ports are designed to cut o the supply of steam to the chamber in the rear of the piston J after the piston has made a half revolution and the port Q therefore extends substantially half the distance around the valve body D. After the piston J has made a half revolution the supply port L passes the port Q thus cutting off the supply of steam through the port L. During the remainder of the revolution of the piston J the port L will come into communication with the port R but this port is shut ofi from communication with both the supply and exhaust so that it is what may be termed a dead port and does not affect the operation of the engine. Y

At the time the piston J is passing the line of contact H it will be seen that the entire effective area of the piston J is located upon the side of the disk H which is opposite to the line of contact H as indicated in Fig. 2. At this time steam is being supplied to the chamber back of the piston J and below the disk H in Fig. 2, through the port L in the lower side of the casing F in Fig. 2, which at this time is in communication with the port Q in the valve body D which port is in communication with the steam supply. Immediately after the piston J passes the line of contact H this port L in the lower side of the casing F passes beyond the steam supply port Q so that the steam for the chamber back of the piston and on the lower side of the disk H is cut off, the port L during the travel of the piston J from the line of contact H to the line of contact H2 traveling in register with the dead port R in the valve body D. During the entire revolution of the piston J from the line of contact H2 until it again arrives at the line of contact H2 the exhaust port L in the lower side of the casing F (Fig. 2) is in communication with either the valve port O or the valve port P, which valves are in communication with the exhaust. The supply port L in the lower side of the casing F in Fig. 2 comes into communication with the supply port Q immediately after the piston J passes the contact line H? and steam is supplied in the rear of the piston J on this side of the disk H for a half revolution or until the piston J passes the contact line H. Thus during the running of the engine steam is acting upon the piston J upon one or both sides of the disk H to force the piston forward and continuously rotate the casing and disk.

In case the engine is to be run in but one IOO IOS

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direction a single port may be formed in the valve bodies for the exhaust and a single port may be provided in each valve body for the supply of steam, the supply port being of the proper length to effect the cutting oil' or' the supply of steam at the desired point in the revolution. By providing two supply and exhaust ports in the valve bodies however, I am enabled to readily effect a reversal of the engine and at the same time provide for the cutting off of the steam supply for a fractional part of the revolution. By this arrangement I am also enabled to so control the communication of the ports with the supply and exhaust that the engine may be used as a brake by offering a resistance to the rotation of the casing and disk and I am enabled also to so control the communication between the chambers at opposite sides ol the disk II that the parts may rotate freely or Wi th comparatively little braking e'llect.

In case the engine is to be reversed the valve ports Q Q and It, R are open to the exhaust, ports P P are open to the steam supply, While the ports O O are closed so that they become dead ports. The ports L in the opposite sides of the casing F now become the supply ports, while the ports L be come the exhaust ports. New as the piston J passes the contact line II the port L comes into communication with the valve port P so that steam is supplied between the piston and the contact line on one side of the disk ll and as the piston J passes the contact line Il2 the port L on the opposite side of the casing F comes into communication with the valve port P so that steam is supplied between the contact line IIl and the piston on that side of the disk II, the steam on one side of the disk being cut off as the corresponding port Il passes out of communication with the valve port P and being cut ol'l` on the other side ol the disk II as the corresponding port L passes out of communication with the valve port D. During the rotation of the piston, casing and disk in this direction, the steam is exhausted through the ports L and through the ports Q R on one side of the disk II and through the ports Q R on the other side of the disk H.

In case it is desired to use the engine as a brake, then the ports O O Q Q and R R are shut off from the supply and exhaust so that they become dead ports and the ports P P are open to the Ixhaust. New as the casing, piston and disk are rotated by reason of their connection with the parts normally driven by the engine, the piston acts to compress the air in the chamber in iront of the piston on each side of the disk II except during the time that the exhaust ports Ii are in communication with the valve ports P and P when the compressed air is allowed to escape preparatory to the next compression in the chamber in front of the piston. the

valve ports with which the ports L communicate are dead ports a vacuum is formed in the chambers back of the piston during its rotation. Thus the engine acts to resist the motion of theconnected mechanism and has the ell'ect of a brake thereon.

In case a greater braking e'll'ect than will be produced by controlling the supply and exhaust to the ports in the manner just described, is desired, all the ports may be closed so that they become dead ports in which case the air in liront ol the engine piston will be compressed and Vforced through the exhaust ports L and communicating ports back into the pipes leading l'roni these ports to the controlling device as the piston advances.

In case it is desired to render the engine inactive as a motor and to allow it to run with comparatively little braking ell'ect, the ports Q Q and P P may be connected with the exhaust and the ports O O and It R be closed and rendered dead ports. If it is desired to allow the engine to run with practically no braking ellect then all the ports should be open to the exhaust so that the only resistance oll'ered to the rotary movement of the piston will be such as is produced by the restricted passage oll'ered to the air by the open ports.

Any suitable controlling valve or mechanism may be provided Vfor controlling the coinmunication of the ports with the supply and exhaust in the manner above set Vltorth and one lorm of device for ell'ecting such control is shown in the accompanying drawings. As shown in these drawings, the supply and exhaust to the ports is controlled by a con trolling valve G provided with poits G G2 and G3. The ports G G2 are arranged circumferentially about the cylindrical valve G and the port G3 is arranged out of li ne and to one side of the ports G G2 on the same cylindrical valve body. 'lhe valve body in which the ports G G2 and G are formed mounted. in a valve casing Gt which is provided with ports arranged to communicate with the various pipes communicating with the supply and exhaust and with the valve ports in the valve bodies l) D. The steam supply pipe is indicated at (L and communicates with a port a in the valve easing. There are two pipes connecting with the exhaust, one j' communicating with the portj" arranged to register with the port Gz in the valve body G and the other pipe g communicating with the port g arranged to register with the port G:g in the valve body G.

The valve ports O O communicate through pipes fi 'i' and pipe /r with a port 7c in the valve casing G which is arranged to register with the port G" in the valve body G. The

`valve ports P P communicate through pipes j j and a pipe 71,. with a port t in the valve casing G4 arranged to register with the ports G G2 in the valve body. The valve ports ICO IOS

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Q Q communicate through pipes d d and pipe b with a port b in the valve casing arranged to register with the ports G G2 in the valve body. The valve ports R R communicate through pipes c c and pipe e with a port e in the valve casing G arranged to register with the port G3 in the valve body G. The valve body G may be turned into the various positions indicated in Figs. 10-13 to control the communication with the valve ports in the valve bodies D'l by means of a lever N shown in Fig. 8.

The position of the valve G when the engine is to run in the direction indicated by the arrows is shown in Fig. 12, the valve G when in this position operating to close the port e and therefore render the valve ports R It dead ports. The valve G also operates when in this position to open the port 7C to the exhaust pipe g through the port G3 and thus open the ports O O to the exhaust through the pipes i i and 7c. The valve also operates through the port g to open communication between the steam supply and the pipe b which leads through the pipes d d to the valve ports Q Q. The valve G also operates through the port G2 to open communication between the exhaust pipe j and the pipe h which leads through the pipes j to the ports P P.

If the engine is to be reversed the valve G is moved into position indicated in Fig. 13. This movement of the valve closes the pipe lc which leads through the pipes i i to the valve ports O O thus rendering these ports dead ports. This movement also opens communication between the exhaust pipe g and the pipe lc which leads through the pipes c c to the ports R R so that these ports become exhaust ports. This movement of the valve also opens communication between the exhaust pipe f and the pipe b which leads through the pipes d d to the ports Q Q so that these ports also become exhaust ports. This movement of the valve also opens communication between the steam supply pipe a and the pipe k which leads through the pipes y' y" to the valve ports P P so that these ports become supply ports.

In case the engine is to be operated as a brake the valve G is moved into position indicated in Fig. 11, shutting off communication between the steam supply and the valve ports, closing the pipe b which leads through the pipes d d to the ports Q Q rendering these ports dead ports, also closing the pipes e and k which leads through the pipes c c and i i respectively to the ports R R and A O O respectively rendering these ports also dead ports and also opening communication between the exhaust pipe f and the pipe 7L which leads through the pipes y' y" to the valve ports P P so that the compressed air may exhaust through these ports.

In case the engine is to be put into condition to run with comparatively little braking effect, the valve G is moved into position indicated in Fig. 10 cutting off the steam supplied, closing pipes e and 7c and opening communication between the exhaust and pipes b and h as indicated in this ligure.

The valve bodies D D may be supported and held in position in any suitable manner and power may be taken from the engine either by suitable connections with the casing F or by extending a shaft H3 through one or both l of the journal boxes I I and connecting the parts to be driven with this shaft. In the construction shown the casing F is supposed to be connected with the mechanisms to be driven through a belt passing about the periphery of the casing F. As shown in the drawings the valve bodies D D are supported and held in position by means of horizontal bars C C supported in standards B and passing through grooves formed in the outer sides of the valve bodies, the standards B being secured upon a base A.

In constructing an engine embodying the various features of my invention, suitable packings may be introduced where it is found desirable in order to provide steam tight joints where there is relative movement between engaging parts.

It will be understood that the construction and arrangement of the valve bodies and the relative arrangement ofthe ports in the valve bodies and casing shown and described, is not essential and that the construction and arrangement of these ports and devices may be modified or varied as may be found desirable.. For instance, the bearing surfaces between the valve bodies and the rotary casing may be substantially cylindrical instead of being of a flat conical shape. While I prefer to form the circularly extending ports in the stationary valve bodies in the manner shown and described, it Will be understood that the ports in the casing may be provided with circularly arranged extensions and the ports in the valve bodies be correspondingly shortened. For instance, in case the supply of steam is to be cut off after the rotary piston has made a half revolution as with the form of ports shown and described, the ports on the rotary casing may be provided with circularly extending portions extending through 180 degrees and the ports in the valve bodies be in the form of circular openings registering with the ends of the pipes through which the steam is supplied and exhausted.

It will also be understood that the size of the rotary casing and disk as well as the inclination of the sides of the cones forming the inner sides of the casing may be varied as found desirable.

v/Tarious other modifications and changes in construction and arrangement may be made in embodying the features of my in- IOO IOS

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vention in constructions especially designed for most ellectively meeting the requirements of the particular .use to which the engine is to be put.

Without attempting to set forth in detail the various forms and arrangements in which the features of invention may be embodied, what I claim and desire to secure by Letters Patent is 1. The combination of a rotary casing having conical ends, a rotary disk extending diagonally across the chamber within the casing, a piston secured to the casing, supply ports communicating' with the interior et' the casing on opposite sides of the disk, means for controlling the 'flow of 'fluid through each port independently of the other, and ports communicating with the interior of the casing on the other side of the piston.

2. The combination of a rotary casing, a rotary disk extending diagonally across the casing and contacting with the opposite sides of the casing along radial lines, a piston extending across the casing and through the disk, two ports communicating' with the interior of the casing on opposite sides of the disk and on the same side of the piston, means vfor controlling the flow of fluid through each port independently of the other, and ports communicating with the interior ot the casing on the other side of the piston.

3. A rotary casing having conical inner sides, a disk extending diagonally across the chamber in the casing, a piston secured to the easing, two ports communicating with the interior of the casing on opposite sides of the disk and on the same side of the piston, stationary members provided with cooperating ports, and ports communicating with the interior of the casing on the other side of the piston.

4. A rotary casing having conical inner sides, a disk extending diagonally across the chamber in the casing, a piston secured to the casing, two ports communicating with the interior of the casing on opposite sides of the disk and on the same side of the piston, two ports communicating with the interior of the casing on the other side of thepiston and on op osite sides of the disk, and means for controlling the flow of fluid through cach port independently of the others.

5. A rotary casing having conical inner sides, a disk extending diagonally across the chamber in the casing, a piston secured to the casing, two ports communicating with the casing on opposite sides of the disk and on the same side of the piston, two ports communicating with the interior of the casing on the other side of the piston and on oposite sides of the disk, and stationary members provided with ports cooperating with said four ports which communicate with the interior ol the casing.

o. The combination ol" a rotary casing having conical inner sides, a disk extending diagonally across the chamber in the casing, a piston secured to the casing, supply and exhaust ports in the casing, ports with which said casing ports communicate, and means Afor controlling the supply and exhaust Vfor said latter ports to drive the engine in either direction.

7. The combination of a rotary casing having conical inner sides, a disk extending diagonally across the chamber in the casing, a piston secured to the casing, supply and exhaust ports in the casing, two supply and two exhaust ports with which the casing ports communicate, and means for rendering one of the latter ports a dead port.

S. The combination of a rotary piston, a member rotating therewith and provided with supply and exhaust ports, a stationary member provided with two cooperating supply and two cooperating exhaust ports, and means Afor controlling said cooperating ports to drive the engine expansively in either direction.

9. The combination of a rotary piston, a member rotating therewith and provided with supply and exhaust ports, a stationary member provided with two cooperating supply ports and two cooperating exhaust ports, and means for connecting either a cooperat ing supply or cooperating exhaust port with the supply, closing the other of said ports, and opening the two other ports to the exhaust.

10. The combination of a rotary piston, a member rotating therewith and provided with supply and exhaust ports, a stationary member provided with two cooperating supply and two cooperating exhaust ports, means for controllingI the communication of the cooperating supply and exhaust ports to drive the engine in either direction or to cause it to resist rotation.

l1. The combination of a rotary piston, a member rotating therewith and provided with supply and exhaust ports, a stationary member provided with two cooperating supply and two cooperating exhaust ports, and

"means for controlling the comnumication of the cooperating supply and exhaust ports to drive the engine in either direction or to allow it to rotate with comparatively little resistance.

In witness whereof, I have hereunto set my hand, this 27th day of February 1906.

JOHN FRANCIS BRICE. In the presence ol IRA L. FISH, KATHARINE A. DUGAN.

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